Steam distributing system for locomotives



March 20, 1951 J. T. SNOREN STEAM DISTRIBUTING SYSTEM FOR LOCOMOTIVES 7Sheets-Sheet 1 Filed Sept. 16, 1946 INVENTOR. JOHN T. SNOREN ATTORNEYMam}! 1951 J. T. SNOREN 2,546,112

STEAM DISTRIBUTING SYSTEM FOR LOCOMOTIVES Filed Sept. 16, 1946 7Sheets-Sheet 2 FIG. 2.

I INVENTOR. JOHN T. SNOREN ATTORNEY March 20, 1951 J. T. SNOREN2,546,112

STEAM DISTRIBUTING SYSTEM FOR LOCOMOTIVES Filed Sept. 16, 1946 7Sheets-Sheet 5 FIG. 3.

FIG. 4.

INVENTOR. JOHN T. SNOREN ATTORNEY March 20, 1951 J. T. SNOREN 2,546

STEAM DISTRIBUTING SYSTEM FOR LOCOMOTIVES Filed Sept. 16, 1946 7Sheets-Sheet 4 FIG. 5.

INVENTOR. JOHN T. SNOREN ATTORNEY March 20, 1951 J, SNQREN 2,546,112

STEAM DISTRIBUTING SYSTEM FOR LOCOMOTIVES Filed Sept. 16, 1946 7Sheets-Sheet 5 FIG. 7. 40 6| INVENTOR. JOHN T. SNOREN ATTORNEY J. T.SNOREN STEAM DISTRIBUTING SYSTEM FOR LOCOMOTIVES March 20, 1951 7Sheets-Sheet 6 Filed Sept. 16, 1946 INVENTOR. JOHN T. SNOREN March 1951J. T. SNOREN 2,546,112

STEAM DISTRIBUTING SYSTEM FOR LOCOMOTIVES Filed Sept. 16, 1946 '7Sheets-Sheet 7 FIG. I7.

; INVENTOR. JOHN T. SNOREN O RNEY Patented Mar. 20, 1951 STEAMDISTRIBUTING SYSTEM FOR. LOCOMOTIVES John Snoren, st. Paul, Minn.

Application September 16, 1946, Serial No. 697,180

My invention relates to an automatic steam control for operatinglocomotives designed to coiot-rol the distribution of steam to thepistons in the cylinders on each side of the locomotive by means ofadjustable intake and exhaust valves positioned in separate chambers andadapted to be, automatically adjusted as to the operation and operatedthrough a transmission which is driven from one of the driving wheels ofthe locomotive.

A feature resides providing two comparatively small valve chambers, onevacting as, a live. steam chamber and the ot er an xhaust. chamber. Thesechambers are located adjacent to ea h. ther and are. connected y saddlesexten ing over the samev to provide the passageway for carrying theexhau t st am t the stack,

It is a feature to provide piston valve members which are double portedto provide a short valve movement and separate chambers for inlet andexhaust steam with separate double ported valves therein. Thiseliminates the intereference between the intake and exhaust valvefunctions to provide clear passageway for the intake steam to thepistons of the cylinders as well as a separate port and clear passagewayfor the exhaust steam. Ihus back pressure is virtually eliminated and amore sensitive control is provided for the pistons of the cylinders.

A primary feature resides in providing means for distributing andcontrolling the steam for the boiler of the locomotive to the pistonsand oylina ders which operate the drive wheels of the same. Heretoforewhen a locomotive is operating at a high speed a large quantity of steamis wasted or used up and the purpose and function of my invention is tocontrol and distribute the steam from the boiler of the locomotive in aunique manner without impairing the full efficiency in the operation ofthe locomotive. This 1 accomplish by automatically regulating theposition of the intake valve in the steam line trom the boiler as wellas regulating the exhaust valves in same ratio with the inlet valves andthe move ment of the piston in the cylinders.

It is a feature to provide automatic valve controlling means regulatedthrough a transmission leading from a driving axle of the locomotive andextending through a drive shaft to a transmission provided with gearmeans driven by the driving shaft to reciprocate the valves in therespective intake and exhaust chambers in proper ratio to the speed ofthe drive wheels.

1 It is also a feature to provide means operated either by'hand or byair or any other suitable means whereby the relative position or theintake and exhaust valves may be changed at will by the engineer whilethe locomotive is running.

My invention provides means for the engineer to change the position ofthe respective valves at will to regulate the introduction of the steamand the period of introduction into the cylinders of the locomotive aswell as regulating the exhaust S e 121.- h ei la nof the n ake nd. h11st valves is accomplished by a unitary means wh ch re ulates h posiion. of th e pe t ve va e in synchronism.

I. provid r versin ea ure for h valve sear it t, of a she of uffi icntlength. Q ss h to. or her side of l comotiv has wi h. t e valvechambers. I also pro de shor s af of snfiicient len th to reach et e nboth xha st valve chambers rom one s de to t e other o the locomotive hecenter sectionso th se smi e are enlar ed con 'olerab heir yli drical cmen-sion to. pe mit the ormation the e n of fourhelical rooves. he oovesare v ly pla ed apart and extend the fu l l n th Of th 16111 .61?sections of the sha ts- The lon and short sha s are pp rts. the transmssion h ch is mounted on the f ame f: the locomot ve Th shaits are supprted pa a l and ad acent to each othe s that th y can be co ro l d isetting or the respect ve valves wh ch they operate by the grooves miled the nlarg d ort o s of these shafts. sleeve are p o id d to ex n o erthe milled portio s o the re p tive hafts, The sleeves bein about twiceth l ngth f the c ntfil; enlar ed po ion- Q th cent rline oi t e sleves. (m asuring len hw s ar mount d i studs ext ndin throu h. he sleeveand nga ng the. fo r ooves th sha A. h rizonta m ement of hese sle vesgives a ro ary mo ement to the two crank shafts w ich p rat the va esfurnishing the me n t verse th engin v and gives suilicient rotarymovement forward to change the angular advance of the steam valves, Thegroo e i th cen se ti n o th exhaust shaft a e milled to a 5 deere Pi hfor a ttle over one half in length, then the pitch of the r o e hanc sto about a 40 e r P c for he balance of the length of the groove, Thisprovides the control of the exhaust release when run;- ning with variousshort cut=offs The transmis i n with the st am and haust shafts whichextend transversely to the frame of the locomotive is supported as aunit by a steel cradle which is bolted to the frame, of the 1.9.00- m e.e sl ves n the re pecti e steam and exhaust shaf s are m nted to "sl eho izon ally in the adjustment or" the. steam and exhaust asai 1evalves. I provide bearings located in the center of the cradle which arespaced to accommodate the long hubs of the spur gears mounted on thesleeves by means of the key-ways. The exhaust sleeve carrys the spurgear. The steam sleeve carries a combined spur and beveled gear.

The main drive shaft forming one of the driving axles is made with anordinary number of splines or key-ways on the lower end to provide freesliding, to take and give with vertical movements of the engine driveshaft and driving wheels. The odd number of key-ways will simplify thedropping of the driving wheels in case of driving box trouble and willnot throw the gear out of adjustment when the drivers are rep.aced inthe locomotive frame.

It is a feature to provide a transmission having parallelly extendingshafts which are supported in a suitable housing which in turn iscradled between the frame members of the locomotive and positionedadjacent the intake and exhaust chambers. This unitary transmission isoperated by the drive shaft from one of the axles on which thelocomotive drives are mounted, thus a rotary driving movement isprovided from the driving wheel to the transmission which is adapted tooperate and regulate the setting of the intake and exhaust valves. Thistransmission also operates the intake and exhaust valves in proper ratiowith the driving wheels of the locomotive.

It is also a feature to provide the transmismission with means forchanging the position of the intake and exhaust valves while thelocomotive is running. Thus the feeding of steam to the locomotivecylinders can be cut-off at predetermined points by simply regulatingthe transmission which automatically controls the operation of thevalves. The operation of changing the intake and exhaust valves issynchronized so that when the intake valves are automatically changedthe exhaust valves will be simultaneously changed in the same ratio tofunction in the most efficient manner.

' A feature of primary importance. of my invention resides in theautomatic regulation of the respective intake and exhaust valves Whilethe locomotive is running. This regulation of intake and exhaust valvespermits the engineer to direct steam to the cylinders which operate thedrive wheels to cause the piston to travel a full stroke under a fullpressure of steam from the locomotive boiler for the full distance oftravel of the piston in the cylinder when the engine is starting and itis operating under a heavy torque. After the locomotive has obtained itsrunning speed (or maximum speed) for its operation, the engineer cancut-off the steam from the boiler to the piston so that the boilerpressure will be directed to the respective sides of the piston for onlya portion of its stroke thereby economizing in the use of steam andovercoming back pressure in the cylinders and exhaust ports. Thispermits the locomotive engine to operate more efficiently because it isnot retarded in its operation by the tremendous back pressure like whenthe locomotive is traveling at high speed (and economizing in the use'ofsteam) because the full pressure of steam is needed for the full strokeof the piston. It will therefore be apparent that it is of primaryimportance to economize on steam in a locomotive providing the efficientoperation of the 10- comotive is not impaired. This I accomplish by mysystem of controlling the steam to the operating cylinders of thelocomotive. With my system of control of the steam when the locomotiveof the old type is traveling at high speeds, a heavy back pressure isbuilt up in the cylinders and the exhaust ports and passageways whichretards the efficient operation of the locomotive. This undesirableaffect I overcome by shutting off the pressure of steam to the piston ata predetermined point before the piston has reached its full travel inthe cylinder in each stroke. I rely on the expansion of the steam in thecylinder against the piston to carry the piston the full stroke in highspeeds. The result of my system is a large saving of steam as well asvirtually overcoming the objectional back pressure in the cylinders whenthe locomotive is running in high speed. My system permits the engineerto insiantly control the steam to the cylinders by adjusting the valvesin the intake steam chamber and simultaneously adjusting the valves inthe exhaust chamber so that a full load of steam may be directed againstthe piston heads when the locomoiive is operating with heavy torque suchas when it is starting.

These features togr ther with other details and objects of primaryimportance will be more fully and clearly hereinafter set forth in thedrawings forming part of the specification:

Figure 1 is a diagrammatical side view of a portion of a locomotiveillustrating one of the driving wheels in connection with the operatingpiston and the valve chamber above the piston chambers.

Figure 2 is a diagrammatical plan view of a portion of a locomotiveshowing one of the operating cylinders with the pair of intake andexhaust chambers above the same and showing the manner in which thedriving means from one of the drive shafts is transmitted to thetransmission for operating the intake and exhaust valves.

Figure 3 is a detail section through the operating cylinder showing thepiston and the piston valves in the intake cylinder which section istaken on the line 3-4 of Figure 2.

Figure 4 is a similar section to Figure 3 taken on the line 4-4 ofFigure 2 and illustrating the exhaust chamber with the piston valvestherein.

Figure 5 is a section on the line 5-5 of Figure 1.

Figure 6 is a section on the line 6-6 of Figure 1.

Figure '7 is a plan detail of the valve operating transmission.

Figure 8 is a section on the line 8-8 of Figure '7.

Figure 9 is a section on the line 9-9 of Figures 7 and 8.

Figure 10 is a perspective View of the shafts in the valve operatingtransmission showing the spirally cut grooves in the center portion ofthe same.

Figure 11 is a perspective view of one of the sleeves which fits overthe spirally grooved portion of the shaft shown in Figure 10.

Figure 12 is a section on the line |2|2 of Figure 11 showing the screwstuds positioned in the sleeve and projecting in a manner to engage inthe spirally formed grooves in the shaft, which shaft is shown in Figure10.

Figure 13 is a detailed section through a portion of the driving shaftwhich operates the valve controlling transmission and taken on the lineI3-I3 of Figure 2. V

Figure 14 is a section on the line lib-I4 of" Figure 13.

Figure 15 is a detailed section of the drive shaft showing theconnection with the driving axle of the locomotive and taken on the line|5-l5 of Figure 2.

Figure 16 is a detail partly in section taken on the line it-IG ofFigures 15 and 2.

Figure 17 is a section on the line il-Il of Figure 15.

The drawings illustrate diagrammatically the drive wheel is of thelocomotive which is supported by the frame H. The drive shaft I2 isconnected to the drive wheel Ii of the locomotive and is supported inthe ordinary manner by the longitudinally extending frame members ilshown in Figures 1 and 2. The drawings illustrate only one of thedriving wheels in of the locomotive and they show only a portion of theframe of the locomotive so that the respective parts of my invention maybe identified as may be required to describe the functions and operationof my invention in the control of the steam from the locomotive boilerto the respective cylinders [3 located on either side of thelongitudinal frame members H (only one of the cylinders beingillustrated in the drawings).

The drive wheel is connected to the cross head M by the driving rod l5and the cross head connects with the piston [6 through the piston rod[1.

A feature resides in providing a pair of small cylinders l3 and isrespectively located directly above and connected to the cylinders l3.The cylinder [8 is for the intake steam from the boiler and is providedwith an intake passageway 20 while the cylinder l8 provides the exhaustchamber and is located adjacent the intake cylinder IS. The exhaustcylinder is formed with an outlet passageway 2| which leads into theexhaust passageway of the smokestack of the locomotive (not illustratedin the drawings). The saddles 22 connect the cylinder 83 with therespective steam intake cylinder idand exhaust cylinder [9.

The cylinders iii and I9 are provided with dual ported openings to givea fast action-to the injection of steam to the piston it and to relievethe exhaust steam from the cylinder i3 through the exhaust intakechamber. openings 23 are adapted to be opened and closed by the dualreciprocating piston valves 24 in the intake cylinder Hi and the dualported openings 25 are adapted to be opened and closed by the dualreciprocating piston valves 28 in the exhaust cylinder 19 positionedadjacent the intake cylinder l8.

Thus I provide separate intake steam cylinders I8 for each of thecylinders l3 and separate exhaust cylinders IQ for said cylinders l3.Thus I provide a clear passageway for the intake steam and a clearpassageway for the exhaust steam. Furthermore the dual ports and pistonvalves reduce the length of travel of the valves and at the same time Iprovide the necessary port openings to introduce the live steam into thecylinders i3 and to permit the exhaust steam to be quickly passed out ofthe cylinder and thereby overcoming back pressure in the cylinder K3 inthe operation of the pistons therein.

A primary feature of my invention resides in providing a transmissionfor operating the intake and exhaust valves in the respective cylindersI8 and I9 and to automatically adjust the position of the respectivevalves in said cylinders These dual ported 6 while the locomotive isrunning.

steam is introduced against the piston Iii in the cylinder l3 so as toautomatically change. the

length of time during which live steam from the locomotive boiler isintroduced against the piston 56. Thus shortening the period duringwhich a full load of steam is directed against a the piston [6 when thelocomotive is operating at high speed and to lengthen the period to thefull stroke (if desired) during the time when the locomotive is startingor is under a heavy pull when it is necessary to direct a full load ofsteam against the pistons throughout the major portion of the stroke ofthe piston. With my system wherein I control the period of time that thefull load of steam is directed to the piston of the cylinders t3, thelocomotive may be operated more economically owing to the saving ofsteam and yet not impairing the efiicient operation of the locomotive.With my system, when a heavy torque requires a full load of steam, Iautomatically provide such a load of steam to the cylinders and when thelocomotive reaches its running speed the period of time that the fullload of steam is directed against the piston is cut down in proportionto the speed of travel of the locomotive and thus a great economy ofsteam is accomplished together with the overcoming of a heavy backpressure of the exhaust steam escaping from the cylinders.

To carry out my steam distribution system for locomotives, I provide thelocomotive with rotary driving means which includes a drive shaft 28which is operated by the drive shaft l2 through the beveled gears 29which are inclosed within the casing 38 as shown in Figure 2. The driveshaft 23 extends through the hollow tubular casing 3i and connectsthrough the universal joint 32 with the jack shaft 33. The jack shaft 33is provided with a beveled gear 34 on the end extending into thetransmission and the shaft 33 extends through the sleeve 2? which inturn is connected to the cross brace 35 which is supported to the frameit of the locomotive. The transmission is adapted to he inclosed by ahousing (not illustrated in the drawings) and a steel cradle 33 isconnected to the cross brace on one end and the ends of the same areconnected by the bolts 31 to the locomotive longitudinally extendingframe members H. The cradle is partly broken away in Figure 7 and Figure1 shows the bolt conection 3l supporting the ends of the cradle to theframe members il. The transmission A is provided with two mainparallelly extending shafts 88 and 39. These shafts 38 and 39 aresupported to the cradle frame at the center by the brace members 49which extend up from the bottom of the cradle 33 to support the shafts38 and 39 centrally between their ends.

The beveled gear 34 from the drive shaft 28 operates the bevel gear 4!mounted on the transmission shaft 88 whereby the drive shaft 28 0peratesthe transmission shaft 38 and by the connecting spur gears 42 and 43 onthe shafts 38 and 39 respectively the two shafts 38 and 39 are operatedin unison from the rotary drive shaft 28.

In Figure 10 I have illustrated the transmission shaft 38 in perspectivewhich is virtually identical to the shaft 39 excepting the shaft 38 islonger than the shaft 39 the purpose which will be hereinafter setforth. The shafts 38 and 39 are formed with a central enlargedcylindrical portion 44 which is formed with helical grooves 45 Thisprovides a means of controlling the period during which through theirlength. The grooves 45 in the center section of the exhaust shaft aremilled to approximately a 45 degree pitch for a little over one half thelength of the grooves, then the pitch of the grooves changes to about a40 degree pitch for the balance of the length of the grooves. Thisprovides the control of the exhaust release when running with variousshort cut-ofis.

The transmission includes a pair of cylindrical sleeves 46 illustratedin perspective in Figure 11 there being two of these sleeves; one overthe enlarged portion 44 of the shaft 38 and one over the enlarge-dportion of the shaft 39. The sleeves 46 are provided with longitudinalkey-ways 4'! which provide the means of fixing the gears $2 and 43 tothe sleeves 45 by means of the keys 48. Each of the sleeves 45 areprovided with screw studs 49, the inner ends of which project into thegrooves 45. Thus when the gears 42 and 43 are rotated by the drive shaft28 the studs 49 will engage the grooves 45 and cause the respectiveshafts 38 and 39 to rotate.

The ends of the shafts 33 and 39 are covered by the housing sleeves 59which are formed with open longitudinal slots 55, the purpose of whichwill be hereinafter set forth.

I provide short crank arms 52 and 53 which are secured to the ends oftheshafts 38 and 39. The crank arms 52 are connected by the links 54 tothe piston rods 55 of the intake cylinders ii on either side of thelocomotive (only one side of the locomotive being illustrated). Thecrank arms 53 on each end of the shaft 39 of the transmission A areconnected to the short link which connects with the piston rod 5? of theexhaust cylinder IS.

The piston rod 55 supports the twin pistons reciprocatable in the endsof the intake cylinder l8 whereas the piston rod 5? supports the twinpistons 26 reciprocatable in the exhaust cylinder I9 as illustrated inFigures 3 and 4.

A primary feature of my invention resides in providing means forrotating the shafts 38 and 39 by an adjusting means which includes theslidable yoke bar 58 which is supported on the ends of the shaft 59;illustrated primarily in Figures 7, 8 and 9. Below the ends of the yokebar 58 and mounted on the ends of the shaft 55, I provide a pair ofbrackets 50 which have depend ing fingers 6i adapted to enter the slots55. The depending fingers 6i reciprocate in the slots 55 and are adaptedto engage against each end of the sleeves 46. Therefore, by moving theyoke bar 58 back and forth the sleeves 45 will slide longitudinally inthe housing 55) which incloses the ends of the shafts 3S and 35. Whenthe sleeves 46 are moved longitudinally, the studs 59 will travel in thespiral grooves 45 tending to rotate the shafts 38 and 39 in synchronism.This rotation of the shafts 38 and 39 rotates the short crank arms 52and 53 to move the twin pistons 24 and 23 in theintake and exhaustcylinders l8 and I9 in relation to the ports 23 and 25 in the respectiveintake and exhaust cylinders l3 and I9. This movement of the pistons inthe intake and exhaust cylinders will lengthen or shorten the period ofinjecting pressure steam into the intake cylinder and willsimultaneously adjust the exhaust pistons to properly exhaust the steamout of the work cylinder it.

I provide a bell crank arm 62 mounted on the bracket 63 which isslidably connected at 54 to the yoke bar 58 on one end of the bell crankarm while the other end of the bell crank arm 62 is connected by theadjusting rod 65 which is connected to the automatic governor B; Thegovernor B may be of any suitable construction and is adapted to beoperated from the driving axle :2 or from any other suitable rotatingpart of the locomotive to rotate the governor by the Shaf t 56, inaccordance with speed of travel of the locomotive. The governor B may beof any suitable construction and is only diagrammatically illusas wellas the governor B. When the engineer:

wishes to manually operate the adjusting of the transmission A to adjustthe relative position of the short cranks 52 and 53, he may use the handlever 68 after he has released the lever Sl to release the governor fromthe operation of the f rod 65. Thus the engineer may operate thetransmission A to adjust the position of the twin piston in the intakeand exhaust cylinders when the locomotive is standing still or when itis running. the operation of the adjustment of the pistons in the intakeand exhaust cylinders on the auto-- matic control, namely, the governorB; he re-' leases his hand from the hand lever 68 and moves:- the lever61 to cause the governor B to automatically operate the rod E35 which inturn operates the bell crank 62 and the yoke bar 58 to move the.

sleeves 43 which in turn rotate the respective shafts 38 and 39 toautomatically position the twin pistons in the intake and exhaustcylinders while the engine is running.

Therefore, it is apparent that I provide a unique and novel means ofautomatically adjusting the intake and exhaust valves for the workcylinders so that when the engine is running the governor B willautomatically control the position of the intake and exhaust pistons.

With my system of distributing steam to the work cylinders of thelocomotive, I provide a means of carrying the high pressure steam fromthe boiler of the locomotive right up to the intake cylinders l8.Heretofore a loss in the pressure steam line from the locomotive boilerto the work cylinders took place owing to the fact that the steam wasdrained from the steam line coming from the boiler to the pistons in thework cylin-- in the intake cylinders which is accomplished by my twinpiston valves and twin ports; therefore with my system the locomotivewill operate more efficiently because when the steam is released by thetwin pistons to the work cylinders it will be delivered at a highpressure and with a very small loss of pressure of steam from thelocomotive boiler to the piston in the work cylinders.

The short cut-01f means of my adjustment through the governor B of thesteam to the work cylinders [3 permits a high pressure head of steam inthe center of the intake cylinders between the twin piston valves whichis at a point directly adjacent the working cylinders. This If, however,the engineer wishes to put;

-high pressure head of steam in the 1 intake cylinder provides a meansof getting the greatest effii ncy, from the work cylinders owing to thefact that high pressure may be injected into the same :during a shorterperiod of the stroke of the pistons in the work cylinders.

Further the efliciency of the operation of the working cylinders isincreased owing to the fact that the separate exhaust cylinders in thetwin exhaust valves relieve the exhausting so fast that the backpressure is reduced to a minimum either in. high speed or in low speedof the locomotive and by the same token the twin intake pistons and twinports inject into the working cylinders 'high pressure steam in ashorter period of time vand thereby cause the pistons in said cylindersto be operated more efficiently.

A further primary feature of my invention resides in the economy ofsteamused by the locomotiVe with my st am distribution system because whenthe locomotive is operating at high speed the cut-off of the injectionof steam to the working cylinders is automatically adjusted (or adjustedby hand) to economize on steam being used in the work cylinders and atthe same time reducing to a minimum the back pressure through theexhaust cylinders. Also I provide the feature of the separate intake andexhaust cylinders so that the exhaust steam does not interfere with theintake steam. Ihus it is possible to carry a high pressure head of steamdirectly to the center of the intake cylinders.

I provide either a manual control for the engineer or an automaticgovernor for controlling the position of the intake and exhaust valvesin their respective chambers.

In accordance with the patent statutes, I have described the principlesof the operation of my steam distribution system for locomotives orsimilar engines while I have illustrated a particular form ofconstruction in the drawings, I desire to have it understood thatobvious changes .may be made without departing from the spirit of theinvention within the scope of the claims.

Heretofore locomotives have been operated steam from entering both endsof the work cylindersat' the same time. This step changes the angularadvance of the eccentric crank position to a lead less than 90 degrees,bringing the eccentric crank into a position of fast movement at a timewhen quick port opening is really necessary. Thus my system eliminatesthe need of any starting lead on the steam valves. 1

Lead as used in steam engine is the amount of pre-admission given by theslide valve at the instant the piston is ready to commence its impulsestroke. The amount of advance depends upon the type of engine and theangular advance of the eccentrics before their cranks for operating theintake and exhaust piston valves. This means of controlling the steamfrom the locomotive boiler together with the means of quickly exhaustingthe used steam from the work cylinder by the separate exhaust chambersincreases the effi ciencyiof the operation of the locomotives and atWith my steam distributing system L the same time economizes the use ofsteam to operate the same.

I claim:

1. A steam control for locomotives including a pair of cylinderspositioned adjacent the main locomotive cylinders, one of said pair ofcylinders acting as the intake steam cylinder for the intake valves andthe other pair of said cylinders acting as the exhaust cylinder for theexhaust valves, steam saddles connecting said pair of cylinders with thesaid main cylinder, piston valves in each of said pair of cylindersadapted to reci rocate therein. a transmission having parallellydisposed shafts oneof which acts as the intake valve operating-means andthe other acting as the exhaust valve operating means includil'ig anenlarged cylindrical portion formed centrally on each of said parall llydisposed shafts,

helical grooves formed each of said enlarged cylindrical portions, asleeve adapted to slide on each of said cylindrical portions, studsformed in each of said sleeves adapted to engage with said helicalgrooves, a groove formed longitudinally on the outer surface of saidsleeve, finger means slidably positioned within said longitudinallyformed grooves, means for moving said finger means in said longitudinalgrooves to rotate said parallelly dispo ed shafts.

2. A system of steam distribution for locomotives in combination withthe work cylinders of the locomotive, reciprocating pistons in said workcylinders, means connecting said pistons with. the drive wheels of thelocomotive, a rotary driving means from one of the axles of thelocomotive, a transmission adapted to be driven by said driving means, apair of rotating shafts in said transmis ion, separate intake andexhaust cylinders, steam saddles connecting said intake and exhaustcylinders with said work cylinders, reciprocable intake and exhaustpistons in said intake and exhaust cylinders, means connecting saidpiston valves in said respective intake and exhaust cylinders to saidrotating shafts in said transmission and means for ad usting saidconnecting means operating said respective valves to govern the cut-offpoint of said intake and exhaust valves to lengthen or shorten theperiod of injection of steamto said work cylinders and the exhaust ofsteam therefrom.

3. A steam distribution system for locomotives in combination with thework cylinders of a locomotive including an intake steam cylinder, anexhaust steam cylinder of larger diameter than the intake steamcylinder, reciprocating piston valves in said intake and exhaustcylinders, a rotary drive means from the driving axle of the locomotive,a. transmission adapted to be driven by said drive means, apair'oiiparallelly extending shafts in said transmission, one of saidshafts having crank arms on the outer end thereof adapted to reciprocatepistons in said intake steam cylinders, and the other of said shaftshaving crank arms on the end thereof having reciprocating pistons in theexhaust cylinders, spiral grooves formed centra ly in each of saidshafts in said transmission, collars over said spirally grooved portionof said shafts, lugs extending into said grooves from said sleeves tooperate in said spiral grooves in said shafts and lever means for movingsaid sleeves longitudinally on said shafts to rotate said shafts tochange the position of said pistons in said intake and exhaustcylinders, whereby said intake pistons may be adjusted into variouspositions within said intake cylinders to lengthen or shorten thecut-01f period during the injection of pressure steam to said workcylinders and said exhaust pistons being simultaneously adjusted withsaid intake pistons to change the position of the same in the same ratiothat the intake pistons are changed.

4. A steam distribution system for locomotives in combination withworking cylinders which operate the drive wheels of the locomotive, in-

dividual auxiliary cylinders on each work cylinder, one for the intakesteam and the other for the exhaust steam, means connecting the intakeand exhaust cylinders with said work cylinders, twin pistonsreciprocatable in each end of said respective intake and exhaustcylinders, twin steam ports for said twin pistons, thereby providing ashort movement for said twin pistons to open and close the respectivetwin ports in said respective cylinders, a transmission for operatingsaid pistons in said intake and exhaust cylinders including a pair ofparallelly disposed shafts, crank arms on the ends of said shafts,connecting rods from said crank arms to the piston rods of saidrespective intake and exhaust cylinders, drive means from the drivingaxle of the locomotive to rotate said transmission shafts,

sleeves over said shafts in said transmission,

spiral grooves formed in said shafts in said transmission, operatingstuds extending from said sleeves into said spiral grooves, said studsoper- 5 ating to rotate said pair of respective shaits in saidtransmission to operate said crank arms and in turn reciprocate therespective twin pistons in said intake and exhaust cylinders, and meansfor shifting said sleeves longitudinally on said shafts to change therelative position of the crank arms, simultaneously changing therelative position of said twin pistons to shorten or lengthen the periodduring which pressure steam I is directed into said work cylinders, saidexhaust I pistons being adjusted simultaneously with the adjustment ofsaid intake pistons.

5. A steam distribution system for locomotives in combination with theworking cylinders, boiler, and throttle of a locomotive, includingintake and exhaust auxiliary cylinders adjacent said work cylinders,steam passageways connecting said intake and exhaust cylinders to saidwork cylinders, a transmission for reciprocating the pistons in saidauxiliary cylinders in synchronism, rotary drive means for operatingsaid transmission, means for adjusting said transmission to manuallyadjust the position of said pistons in said intake and exhaustcylinders, means for automatically operating said pistons, adjustingmeans in said transmission in accordance with the speed of operation ofthe loco- :motive whereby the length of the period during in combinationwith the locomotive steam generating boiler and the working cylinderswhich operate the drive wheels of the locomotive, comprising a pair ofauxiliary cylinders for each working cylinder, one of said cylindersacting as the intake for the pressure steam and the other of saidcylinders being larger in diameter and acting as the exhaust steamchamber, from the work cylinder, a transmission for reciprocating twinpistons reciprocatable in pairs in each end of said auxiliary cylindersfor intake and exhaust steam to operate said pistons in synchronism,rotary drive means for operating said transmission, means for manuallyand automatically adjusting said transmission to regulate the positionof said pairs of twin pistons in said respective intake and exhaustcylinders in accordance with the speed of travel of the drive wheels ofthe locomotive.

7. Means for controlling the distribution of steam from the locomotiveboiler to the work cylinders which operate the drive wheels of thelocomotive comprising separate intake and exhaust cylinders, steamsaddles connecting said separate intake and exhaust cylinders to theworking cylinders, pistons in said respective intake and exhaustcylinders and rotary means from the drive axle to the locomotive to thepiston rods of said respective intake and exhaust cylinders adapted toreciprocate said pistons in said respective intake and exhaust cylindersin synchronism, and means for adjusting said rotary means to change theoperating position of the respective pistons in said intake and exhaustcylinders in synchronism.

8. A steam control system for locomotives in combination with the workcylinders thereof including reciprocating pistons in said workcylinders, a pair of auxiliary cylinders mounted on each of said workcylinders, steam saddles connecting the ends of said auxiliary cylinderswith the ends of said work cylinders, one of said auxiliary cylindersacting as a separate intake cylinder for high pressure steam and theother of said auxiliary cylinder acting as the exhaust steam cylinder,pairs of twin piston valves reciprocatable in the ends of said intakeand exhaust cylinders, pairs of twin ports adapted to be opened andclosed by said twin pairs of piston valves in said respective auxiliarycylinders, and means for adjusting the lead and cut-off position of saidpiston valves in synchronism.

JOHN T. SNOREN.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 786,060 Smith Mar. 28, 1905831,136 Behr Sept. 18, 1906 1,610,528 Metcalfe Dec. 14, 1926 1,675,388Skinner July 3, 1928 1,750,592 Hance Mar. 11, 1930 2,073,921 CaracristiMar. 16, 1937 2,239,713 Hathaway Apr. 29, 1941 2,272,226 Rossman Feb.10, 1942 2,321,061 Hathaway June 8, 1943

